Railway-signal.



W. H. JORDAN & G. T. HANGHETT. RAILWAY SIGNAL.

APPLICATION FILED JUNE 14, 1905.

PATENTED SEPT. 17, 1907.

4 SHEETS-SHEET 1 Witnesses:

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No. 866,281. PATENTED SEPT. 17, 1907. W. H. JORDAN & G. T. HANGHETT. RAILWAY SIGNAL.

APPLIUATION FILED JUNE 14, 1905.

4 SHEETS-SHEET 2.

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A A H A W1tnesses: .7 Waters No. 866,281. PATENTED SEPT. 17, 1907. w. H. JORDAN & G. T. HANGHETT.

RAILWAY SIGNAL.

APPLICATION FILED JUNE 14, 1905.

4 SHEETS-SHEET 3.

Witnesses No. 866,281. PATENTED SEPT. 17, 1907.

- W. H. JORDAN & G. T. HANGHETT.

RAILWAY SIGNAL.

APPLIOATION FILED JUNE 14; 1905.

4 SHEETS-SHEET 4. w

Attorneys.

Witnesses: v Inventors a4 Wi WWW UNITED STATES PATENT OFFICE.

WILLIAM H. JORDAN, OF BROOKLYN, NEW YORK; AND GEORGE T. HANGHETT, OF HACKEN- SACK; NEW JERSEY, ASSIGNORS TO JORDAN AUTOMATIC SIGNAL COMPANY, OF NEW YORK, N. Y., A CORPORATION OF NEW YORK.

RAILWAY-SIGNAL.

Specification of Letters Patent.

Patented Sept. 17, 1907.

Application filed June 14, 1905. Serial No. 265,209.

lo all when). it may concern:

lie it known that we, \VILLIAMI'I. J onDAN, a citizen of the United States, residing inBrooklyn, county of Kings, and State of New York, and GEORGE T. HAN- our-:TT, acitizcn of the United States, residing in the town of Hackcnsack, county of Bergen,.and State of New Jersey, have invented certain new and useful Improvommits in Raihyay-Signals, of which the following is a description. Our invention relates to that class of signals usedupon electric-railways which derive their power from the same source as that employed to propel, the cars, but the invention may be applied to steam roads or to electric roads with the signals actuated by current other than that used to'propel the cars. 1 The object we have in view are, the production of means for actuating the semaphore in a danger or safety position as maybe desired; the displaying of red or White lights'as the exigencies of the service may de- Z0 mand; the counting of the number of cars which may pass the. signal station; the sounding of an audible alarm at any point desired; the provision of a reserve system of lamps which are cut in in the event of one set failing; the visual indication to motormen or inspectors that such lamps have failed and others have been substitu ed; the 'ins.1ring that the different mechanism will promptly respond to thesignals; the provision that the cars will be positively stopped in the event of the visual 1 signal failing, or the motorman or=engineer neglecting to heed such signal; and the provision for actuating the signals irrespective of the voltage on the line. We attain theseobjects by the mechanism illustrated in the accompanying drawings, in which Figure 1 is a front view of a portion of the apparatus, partly in section and partly diagrammatic al. Fig. 1 is a sectional view thereof. Fig. 2is a diagram of the lamps and the means for automatically cutting in a new set 'in the event of the set ordinarily uscdbecoming disabled. Fig. 3 is a diagrammatical view of the actuatmg solenoids and counting solenoid. Fig. 4 is a view in perspective of a portion of the apparatus in use. Fig. 4 is a diagrammatical view of three stations, showing the circuits. Fig. 5 is a diagralnmatical viewof the solenoids, showing the parallel connections. Fig.

G is a perspective view, enlarged, of one form of bracket for supporting the trolley wire. .Fig. 7 is a sectional View thereof, taken on the lines 7-7 of Fig. 6. Fig. 8 -is a view, partly in section, of the counting mechanism and its actuatingmagnet. Fig. 9 is a diagram showing the action of the actuating solenoids. Fig..10 is a dia grammatical. view showing the means for positively applyingthe hrakcs to the car, in the event that the signal is'not seen or hooded, and Fig 11 is adiagrammatical view showing the arrangement of the circuits for the structures shown in Fig. 10.

In all the views like parts are designated by the same reference characters.

The motive power of the device comprises two magnets or coils, preferably of the solenoid type, set opposite to each other and acting upon the same plunger or core. One of these magnets, when energized pulls the plunger in one direction, and the other pulls it in the opposite direction, the motion of the plunger being transmitted by appropriate mechanical means to a semaphore and to a color target, the semaphore being actuated thereby to show dangeror safety positions, and the color target being thrown in front of the signal lampsor removed therefrom so as to cause them to shine red or white through appropriate bulls-eyes in the casing.

The casing 11 carries the two actuating solenoids D and S in opposed relation and actuating the plunger A. In the particular embodiment of the invention illustrated, the solenoid D is designed to move the plunger to actuate the semaphore and color target and move them to the danger position, the solenoid S acting in the opposite direction to move them to the safety position. Each solenoid is connected to the circuit in such a manner, as will be described, as to first energize the solenoid D, causing it to attract the plunger arid move the semaphore and color target to the danger position; upon the car passing the danger point, the circuit will be completed through the solnoid S, energizing it and retracting the plunger'i causing the semaphore and 0010: target to move to the safety position. The semaphore 12 is preferably mounted upon a shaft 13 journaled within the casing 11 and provided with a pinion C. This pinion G meshes with a rack 14 formed upon the plunger A and by means of which it will be rotated upon the reciprocation of the plunger and the shaft 13 and semaphore 12 given a quarter turn so as to display its edge or side, asdesired. The color target 15, which is preferably in the form of a frame with a window of colored glass, is mounted upon a shaft 16 carrying a pinion B, which also meshes with the rack 14-. .Upon the reciprocation of the plunger A and through the agency of the rack 14, pinion B and shaft 16, the target will be moved to cause it to cover the sig rial lamps or eicpose them, and thereby change their color from white to red, as necessary. V

We prefer to make the rack 14 cut with circular teeth or formed upon the cylindrical plunger A. By this means afeather or guideway to prevent turning of adjusted "with great ease as thepinions 0 and B will mesh at any portion of the circumference of the rack,

the plunger will not be required, the latter may be traction or the plunger- A just as the car is entering the danger zone, and at the proper p'oin't the solenoid S will be energized and the plunger retracted.

We have found in practice that solenoids which are properly wound to handle the high voltage of street railway practice, retain suchan amount of residual magnetism that the opposing solenoid cannot attract the plunger against such residual. magnetism during the short period of time which it is energized. We have provided means for doing away with this residual magnetism. Such means preferably comprises additional coils surrounding the main coils and adapted to be energized at the proper time. In Fig. 3 these coils are shown and designated by the' characters D and D The coil D surrounds the coil S, and the coil D sur-. rounds the coil D. These coils are preferably corinected in series in such a manner that the coil D" will be energiz'edsimultaneously the coil D, and the coil 1) willbe energized simultaneously with the coilS."

The circuits are as follows: 17 is the main trolley wire;v

30 18 the circuit closer for the danger position; .19 is the circuit closer for the safety position.. From the circuit closer 18' the currentpasses through thegwire 20 to the coilD, and'irom thence through thegwire 21 to the coil D, and from there through the wire 22 to the ground. 23, thussimultaneously energi'zingfthe coils D and D.

From the circuit closer 19 the current passes through thewire 24 to the coil D and from thence through the wire 25 to the coil S; from thecoil S it passes through the wire 26 to the ground 23, thussimultaneously energizing the coils D and S. The'circuitsmay be arranged in any other suitable manner.

Instead, of arranging the coils in series, they may be I arranged in parallel, as shown in Fig. 5. -In this view the current passes through the contact 18. to thewire 27 ,where it branches, part flowing through. the solenoid D to the ground 23, and part through the wire 28 and through the solenoid D and thence through the wire 29 to ground. I The currentpasses from the circuit I closer 19 through the wire 30, and, branching, passes through the coil S-to ground and through the wire 3]. to the coil D thence through the wire 32 to ground. By these means the coils and D will be first energized, the coil D neutralizing any magnetism remaining in the coil S and thoroughly demagnetizing it, permitting the plunger to be drawn within the coil D by the momentary impulse oi the current passing through it. Upon the current passing through the coil S, it will also pass through the coil D completely denergizing the coil D and permitting the plunger to be moved in the opposite direction. I

Any form of circuit closer may be employed, but that illustrated in Figs. 6 and 7 is preferred. The'device is adapted to be combined with the trolley wire support 33'. The device comprises a plate 34, which may be supported by any-suitable means, such as bolts 35,

prefer to use a bell, as .V, which may be arranged within port 11, ii the latter is made of metal.' If the. supportfrom the 'support33. These bolts are surrounded by suitable insulation 36 and a spacing collar 37, so that it will be held a sufficient distance away from the sup port 33 so at all danger of shortcircuiting will be prevented. 'lo the plate 34 is secured a leadingrofi wire38y which may be ei'r hei oi the wires 20 or 24 or 27 or 30. f The parts are so proportioned and arrangedthat the trolley ,39, in passing along the wire 17, will come a contact withthe plate 34, bridging the space between' it, and the wire, short-circuiting at that point: will cause an impulse to pass over the wire 38. 1 We find in practice that the movement of the plunger A is extremely rapid, and if the semaphoreand colortarget be directly connectedto their supports, that they. are liable to become damaged or broken by the sudden: movement of the actuating means, We provide a mha s for preventing the sudden movement oijthe plunger from harming the other mechanism,,such means being in the formoi a spring connectiom- In 1 connection withthe semaphore wepreier tomalge the shaft 13 in two parts, one telescoping within the-other"- sit/10. The two parts are connected together coiled springIO, which will act by torsion andb'etwisted by the sudden movement of the lower portion of the shaft 13, thus absorbing any shock caused by the and .190

den movement of the latter. In connection with the I color target we prefer to mount it loosely upon the 16. It isadtuated by the shaft through the agency oi. the 9-, which is connected to the target atone en'- tremity', 'while its other end is connected to a short arm 1 41 secured to and rotating with the shazit 16. The

spring 9is sufiicientlystrong to pull the target to its positions, yet will yield enough to prevent thesudd'en [movement of the shaft 16 from'injuring the tai'gst, Other means may be devised to prevent shock between the moving elements and the semaphore and"target,--- 1.,

such means generally comprising a lost motion device of somesort.' i r A In connection with the signals already described, we

a circuit 42, which will comprise a battery or .other source of current 43. Thisbell will be of service at crossings, roads, switches or stations. One endof the circuit 42-can be connected to an arm G', insulated from the support 11 by insulation 44, and adapted to be en- 11!) gaged by a collar K upon the plunger A when the latter is moved to the danger position within the coil D. The other end of the circuit 42 may be connected to, the supshould be made of wood, or some other poor conductor of electricity, then that end of the circuit 42 should be I connected directly to the plunger A. The battery 43 will continuously ring the bell V so long as the plunger A is attracted within the coil D, and will thereby serve as an audible signal for indicating danger. '1 .20

' In connection with the signals alreadyidescribed,

we find it useful to employ an indicator which will indicate the number of times that the device is actuated. This indicator may be operated by a coil-3',

which shouldbe arranged within the circuit 20, which will include the danger magnet D, or it may be placed in the safety magnet circuit. There is no object in connecting the coil within the common circuit of these magnets, as by such an arrangement the device would indicate twice for the passage oi every car,

unless such a counter were employed as would indicate but once for each two pulsations. The details of the indicator are shown in Fig. 8. The coil J may be supported upon a plate 45, and includes a core 46. Upon the core 46 is a pin 47 having a slot 48. 'lhrough the slot 48 passes an arm 49 connected to and; actuat' iug a recorder 50. The recorder may be of any well known commercial type, and is arranged to indicate every time the lever 49 is elevated and depressed.

In order to insure that the lamps will always be properly burning, we prefer to arrange them in two sets, 5 and G, and 7 and 8. In connection with these lamps, which are the signal lamps, are provided the protective lamps 2, 3 and 4. These protective lamps are shown as arranged in series with either of the two sets of lamps 5 and 6 or 7 and 8, but they may be arranged in two sets, each set in series with a set of signal lamps. Automatic means are provided for cutting out one set of lamps should they becomedisabled, and cutting in the other set. a cutout or relay R, which as shown consists of amagnet 51 actuating a lever 52. which is normally elevated by means of a spring 53. The lever 52 may rest upon a stop 54 when the magnet 51 is energized. Upon the magnet 51 being dcnergized, the spring 53 will elevate the lever 52 and cause it to engage with an insulated contact 55. The circuit from the protective lamps passes through a wire 56, where it divides, part being connected to the magnet 51, and from thence to the wire 59, which is connected to the lamps 5 and 6;

' the other part connects with the base of frame 60 of the cutout, which frame is electrically connected to the lever 52. As shown in Fig. 3, the lamps 5 and 6 are presumed to be burning properly; the magnet 51 will thereforebe energized, attracting the lever 52 and breaking'the contact between it and the contact 55,

thereby cutting out the lamps 7 and 8. If one of the lamps 5 or 6 becomes disabled, the circuit will be broken at that point, thereby denergizing the magnet 51, allowing its armature to be retracted by the spring 53, and causing it to engage with the contact 55, which will then put the lamps 7 and 8 in circuit.

In order to form a means for indicating that the lamps 5 and 6 have become disabled, we prefer to arrange them so as to shine through a bulls eye of dif-' ferent shape than the lamps 7 and 8 shine through. Any form of bull's eye may be employed, that illustrated in F ig. 4 comprising a single long opening 61 for the lamps 5 and 6, and separate and distinct bulls eyes 62 and 63 for the lamps 7 and 8. The difference in appearance between the light shining through the different shaped bull's eyes will indicate to the motormen or others that one set of lamps has become disabled, and opportunity may thereby-be had to repair them before the lamps 7 and 8 will have had a chance to also become disabled. a

Fig. 4 is illustrative of the manner oi connecting a number of difl'erent' signal stations; three are shown indicated by the characters 64, 65 and 66. The car will pass in the direction of the arrow, that is, from the right to the left. Upon reaching the contact shoe E the current will pass along the wire W to the demagnetizing coil of the danger magnet of the station behind it (not shown) and through the main coil of the safety magn at of such station, setting the parts to the These means may comprise the demagnetiziug coil D and danger coil D oi the station 65 moving the parts to the danger position. The same action will be repeated when the trolley reaches' the contact E the current passing over the wire W and through the demagnetizing coil D and safety coil S of the station 65 settingthe parts to safety and at the same time will pass through the demagnctizing coil D and danger coil D of the station 66 setting the parts of such station to danger. Q

We have found that in electric railway systems the electric pressure will vary widely, sometimes as much as fifty per cent, and in order that the magnets shall be operative at any of the pressures which may exist on the line they are so designed that at the lowest possible .ine pressure which is used their cores will always remain saturated. Under thiscondition it is evident that any higher pressure will produce no dil'ference in the magnet action, and by this construction the signal is enabled to work reliably upon all of the pressures which are found in practice. I Fig. 9 illustrates a chart indicating the construction of the magnet. 67 represents abscissae and 68 ordinates, the abscissae representing difference of potential and the ordinates magnetism. The curve 6970 represents the stages of magnetism resulting from certain pressures. This curve rises gradually up 'to a point of complete saturation, and then becomes nearly horizontal, as between the points 71 and 72. This line represents the point of complete saturation, anything below such line being the point of incompletesatura-' tion. The ordinary form of magnet is adapted to be operative in stages of incomplete saturation, as between the points 73 and 71. At the point 73 there may be insufficient magnetism to actuate the moving parts of the semaphore.

By our invention we arrange the magnets to operate between the points 71 and 72, which will represent the greatest variations in pressure in the line. The points 71 and 72 represent points of complete saturation of the core, and consequently the magnet will operate with maximum power, even when energized by a minimum working current. On electric railway circuits the voltage varies very widely from about 250 'to 550 volts. If the signaling magnet is so constructed that its core shall be saturated. when its potential bobbins have a voltage of 250, their action magnetically will not be materially different when the voltage is 500.

It is true that the principal part of the curve which rates the flux and which in turn is a function of the magnetic pull is not quite parallel to the axis of the abscissa}, but it is nearly so, and if the magnet be designed to be saturated at 250 volts, its magnetieaction will be substantially the same as at all higher voltages. If on the other hand, ashas been common heretofore, I the magnet is designed sons to work when the rated 130 voltage oithe line, 550 or 500 volts, as the case may be, is impressed upon it, then when 250 volts are on the line,

the magnet not'being saturated, will work on the steep part of the curve, between 73 and 71, and will rapidly 5fall in flux to a much lower value, and is extremely Absolute saturation and approximate saturation are impossible of specific definition, butfor the purposes of illustration, the following table is appended. The

lowest potential that btains on the line will produce in the operative magnets the following flux values per square inch with different materials:

Annealed wrought iron 100,000 lines Soft cast iron.... 97,500 Mitus iron 90,000

Cast iron containing 6.5% aluminium 45,000 ,Ordinary cast iron.. 40,000

In Figs. 10 and His shown a structure for automatically applying the brakes, in the event that the car'is allowed to proceed beyond the danger point. Two

1 solenoids 7475 are arranged to act upon a plunger or armature76, thesaid plunger actuating a device which will engage with the threeway cook or other device for controlling the air brake. As shown in Fig. 10, the

plunger 76 is provided with the rack 77 which engages; with'the pinion 78, the said pinion in turn oscillating a lever 79. i This levermay be arranged between the rails 80, or at any other convenient point, so that when .35 eleygted to the dotted line position shown in Fig. 10 it" will engage with the lever 81 of the threeway cock, attached to the air brake system 82, of the car 83. The lever 79 when oscillated to the solid line position shown in Fig. 10 will clear the lever 81 and not actuate the lat- I 40 ter. The lever 79 is preferably arranged to be moved beyond the vertical position and when so moved will abut against a stop 84 so that it will be rigidly supported inposition when engaged by the moving lever 81 carried by the car. The coils 74 and 75 may carry demagnetizing coils 85-80 surrounding the coils 7475 respectively. 7

As shown in Fig. 11 the coils 74-75 and lever 79 are arranged in advance of the signal actuating coils DS, the exact distance that they are arranged in advance being varied as -equilements dictate. The coils 74 -75 embracing the wires 87 aind 88, passing out through the maybe arranged in parallel with the coils D-S as shown inFigt 11, but the arrangement of circuits may be varied as desired, or found necessary.

In Fig. 11 the coil 74 is connected through a circuit return 89. This coil will therefore be in parallel with the coil D. The coil 75 is connected to the circuit which includes the wires 90 and 91. By this construction when the coil D is energized the coil 75 will also be energized, and the stop 79 moved fromthe solid line position (Fig. 10) to the dotted line position. The coil 74 will be in parallel with the coil S, and when the semaphore is moved to the safety position the coil 74 will be energized, attracting the plunger and moving the stop 79 tothe'solid/lineposition (Fig. 10). The

denergizing coils and 86 are connected as shown in Ifig. 11 so that the coil 85.will be energizell the'instant the coil 75 is energized, and the coil 76 willbe ener-.

, gized at the same time the .coil 74 is energized, so that the main coils 74 and 75 will be freed from their residual magnetism. I

The solenoid disclosed herein and the arrangement of the denergizing means disclosed are not claimed in this application for patent but forms the subject matter of an application for patent filed on the 31st day of May, 1907, Serial No. 376,675. g 7 What we claim as-new and desire to secure by Letters Patent is I I i I i 1. In a railroad signal operated by electro-magnetic moans. the combination of a coil and a core, an actuating means, the combination with a pair of opposed magnets, aplunger connecting the cores thereof, the said plunger.

iconnected to the core and connecting the parts to ill uovcd, and flexible mechanical connections between.

having cylindrical teeth forming a circular rack, plnions engaging withsaid teeth, and signaling means operated substantially as de by the movements of the pinions,

scribed. V

4. In a railroad signal operated by electro maghetlc means, the combination with a plunger and actuating magnets, of a seinaphore and connections between the plunger and semaphore, such connections comprising lost .m otlon parts.

5 'In 'a railroad means, the combination with a plunger and actuating magnets, of a semaphore and spring connections between the plunger. and semaphore.

6. In .a railroad signal operated by electro magnetic means, the-combination with a plunger and actuating magnets, the said plunger-carrylnga rack, a semaphore, a shaft for rotating the semaphore, the said shaft having a pinion engaging with the rack, the shaft being divided and a spring connecting the parts.

7. In a railroad signal operated by electro magnetic means, the combination with actuating magnets and a plunger, the said plunger having teeth forming a rack, pinions engaging with the teeth and connections between the pinions and the signaling d evice, such connections comprising lost motion parts. J

8. In a railroad signal operated by electro magnetic means, the combination'with the actuating mngnets a rack moved by such magnets, a pinion engaging with the rack, connections between the pinions and the signaling device, such connections comprising lost motion parts.

9. In a railroad signal operated by electro magnetic means, the combination with the actuating magnet and the plunger, a rack, pinlons engaging with the rack and moved by the plunger, a signaling device and spring connections between the plnions and signaling device.

10. In -a.railroad signal operated by electro magnetic means, the combination with the actuating magnet and plunger, a rack moved by the magnet, a plnion engaging with the rack, a semaphore, a shaft for actuating-the semaphore, connections between the shaft and the pinion and a-spring interposed between the pin-ion and the semaphore.

1I.-In a railroad signal operated by electro magnetic means, the combination with the actuating magnets, a plunger actuated thereby, a rack, a pinion engaging with the rack, the said pinion being mounted upon a shaft, 3. color target loosely mounted upon the shaft and an arm secured to the shaft and a spring connecting the arm and color target.

12., In. a railroad slgnalopeiated by electro magnetic signal operated by electro magneti c means, the combination with a. magnetically actuated signal, 0t astop actuated by. electio means in circuit with, the signal actuating me H snch electro magnetic means positively moving the stop into and out of the path 01' the controlling mechanism of the brake ot the moving car. p

13. In: railroad signal operated by electro magnetic means, the combinationwith a magneticallyactua'ted signal, of a stop actuated cnit with the signal actuating means, such electro magnetic means being arranged in opposition and connected to the stop for positively moving the stop into and out of the path of the controlling mechanism of the brake o! the moving car. l

14. In a railroad signal operated by electro'magnetic means, the combination with a magnetically actuated siging upon them,

by electro magnetic means in. cir-' 11:11, the said signal comprising opposed solenoids and a positive stop for the car, the said positive stop comprising opposed solenoids and connecting the circuit with the signal solenoids, a plunger between the solenoids and actthe said plunger having a rack, and a pinion engaging with the rack and actuating the stop, the said stop being arranged to be engaged by the brake actuating mechanism of the car. i

This specification signed and witnessed this 10 day 25 of June, 1905. i

WILLIAM H. JORDAN. -GEORGE T. HANCHETT.

Witnesses:

LnommnH. D na, JOHN S. Larsen. 

